Electronic Authority - Advanced Train Management System (ATMS) · Electronic Authority - Advanced...

Division / Business Unit: Corporate Services & Safety /

Technical Standards

Document Type: Rules

© Australian Rail Track Corporation Limited (ARTC)

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Electronic Authority - Advanced

Train Management System (ATMS)

Applicability

SA/WA

Publication Requirement

Internal / External

Document Status

Version

#

Date of

Issue

Prepared by Reviewed by Endorsed Approved

1.0 02 July 2020 National Rules

Manager

Operational

Readiness

Manager

Operational Safety

and Environment

Review Committee

(OSERC) Approved

09 Aug 2016

Operational Safety

and Environment

Review Committee

(OSERC) Approved

09 Aug 2016

Amendment Record

Amendment

Version #

Date Reviewed Clause Description of Amendment

http://www.artc.com.au/

Electronic Authority - Advanced Train Management System (ATMS)

This document is uncontrolled when printed. Version Number: 1.0 Date Issued: 02 July 2020 of 67

Table of Contents

1 Purpose ...................................................................................................................... 5

2 General ....................................................................................................................... 5

2.1 Tracking System ............................................................................................................................ 6

2.2 Train Control Graph ....................................................................................................................... 7

2.3 Rail Traffic Identification ................................................................................................................. 7

3 ATMS Territory .......................................................................................................... 7

3.1 ATMS Yard Layout ......................................................................................................................... 7

3.2 Trackside Signs .............................................................................................................................. 8

3.2.1 Mapped Tracked signs ................................................................................................................... 8

3.2.2 Begin / End ATMS Sign .................................................................................................................. 8

3.2.3 Yard Limit sign ................................................................................................................................ 9

3.2.4 Control Point sign ........................................................................................................................... 9

3.3 Entering ATMS Territory .............................................................................................................. 10

3.3.1 Equipped Rail Traffic .................................................................................................................... 10

3.3.2 Unequipped Rail Traffic ................................................................................................................ 11

3.4 Within ATMS Territory .................................................................................................................. 12

3.4.1 Consist Changes .......................................................................................................................... 12

3.5 Departing ATMS Territory ............................................................................................................ 12

4 Authorities ............................................................................................................... 13

4.1 Numbering of Written Authorities ................................................................................................. 13

4.2 Authority in Effect ......................................................................................................................... 13

4.3 Designated Limits of Authority ..................................................................................................... 13

4.4 Electronic and Written Authorities ................................................................................................ 14

4.4.1 Proceed Authority ......................................................................................................................... 14

4.4.2 Proceed Restricted Authority ........................................................................................................ 14

4.4.3 Restraint Authority ........................................................................................................................ 15

4.5 Written Authorities for Equipped and Unequipped Rail Traffic .................................................... 15

4.5.1 Shunt Authority ............................................................................................................................. 15

4.5.2 Work Authority .............................................................................................................................. 18

4.5.2.1 Recovery of Disabled Rail Traffic ..................................................................................... 18

4.5.2.2 Rail Traffic Divided in the Section .................................................................................... 22

4.5.2.2.1 Accidental Division .................................................................................................. 23

4.5.2.2.2 Dividing and removing train ..................................................................................... 25



4.5.2.3 Work in Section ................................................................................................................ 28

4.6 Written Authority for Unequipped Rail Traffic Only ...................................................................... 29

4.6.1 Conditional Proceed Authority ...................................................................................................... 29

5 Managing Authorities .............................................................................................. 31

5.1 Reducing Authority Limits ............................................................................................................ 31



5.2 Authority Fulfilment ...................................................................................................................... 32



5.3 Authority Cancellation .................................................................................................................. 33

5.3.1 Unequipped Rail Traffic Only ........................................................................................................ 34

5.4 Lost Authority ............................................................................................................................... 34

5.5 Location Reporting ....................................................................................................................... 34



5.5.3 Reporting Unequipped Rail Traffic clear of the Section in ATMS Territory ................................... 36

5.5.4 Over-length Rail Traffic ................................................................................................................. 37

5.5.5 Rail Traffic Crew changeover ....................................................................................................... 37

5.6 Written Authorities for Track Workers .......................................................................................... 37

6 Train Control System (TCS) Workstation .............................................................. 38

6.1 Responding to TCS Warnings ...................................................................................................... 38

7 Driver Machine Interface (DMI) ............................................................................... 39

7.1 Responding to DMI Indications .................................................................................................... 40

7.2 DMI Failure ................................................................................................................................... 40

8 Blocking Facilities ................................................................................................... 41

8.1 Removing Blocking Facilities ....................................................................................................... 42

9 Fleeting ..................................................................................................................... 42

10 Temporary Speed Restrictions .............................................................................. 43

11 Running Line Points................................................................................................ 44

11.1 Light and Point Indicator or Associated Points Failure ................................................................ 44

11.2 Subsequent Rail Traffic ................................................................................................................ 45

11.3 Temporary Speed Restriction for Points ...................................................................................... 46



12 Local Control of Running Line Points ................................................................... 46

12.1 Status Lights................................................................................................................................. 47

12.2 Local Controls .............................................................................................................................. 48

12.3 Operating Local Control Running Line Points .............................................................................. 48

13 Rail Traffic Crossing or Passing on ATMS Territory ............................................ 50

13.1 Equipped Rail Traffic .................................................................................................................... 50

13.1.1 Simultaneous Entry at Block Locations (Crossing Locations) ....................................................... 50

13.2 Unequipped Rail Traffic (At least One) ........................................................................................ 50

13.2.1 Rail Traffic Crossing at Block Locations - First Rail Traffic Movement to take Crossing Loop ...... 53

13.2.1.1 Movement Entering Crossing Loop ................................................................................ 53

13.2.1.2 Movement Entering Main Line ........................................................................................ 54

13.2.2 Rail Traffic Crossing at Block Locations - First Movement to take Main Line ............................... 55

13.2.2.1 Movement Entering Main Line ........................................................................................ 55

13.2.2.2 Movement Entering Crossing Loop ................................................................................ 55

13.2.3 Movement Departing Crossing Loop ............................................................................................ 56

13.3 ATMS Main Line Crossing Speed ................................................................................................ 57

14 Passing Fixed Signals at STOP .............................................................................. 58

14.1 General Requirements ................................................................................................................. 58

14.2 Speaking to Network Controller ................................................................................................... 58

14.3 Condition of the block ahead ........................................................................................................ 59

14.4 Passing absolute or permissive signals ....................................................................................... 60



14.4.3 Active Control Level Crossings ..................................................................................................... 64

15 ATMS Occupancy Rules Table ............................................................................... 65

16 ATMS Definitions, Expressions and Acronyms .................................................... 66



1 Purpose

To prescribe the rules for using the Electronic Authority, Advanced Train

Management System (ATMS) of safeworking in the ARTC Network to maintain

safe separation between rail traffic.

These Rules set out how Authorities are formatted and used in ATMS territory,

how ATMS Locations are designated, the types of Authorities issued, the Limits

of Authority applicable to each type of Authority, and how Authorities are

confirmed in use, across the Network.

2 General

The ATMS is an electronic communications-based system of safeworking.

The ATMS is a system of safeworking where Authorities and instructions are

delivered, received and displayed electronically on the Driver Machine Interface

(DMI) of rail traffic (equipped rail traffic) for Rail Traffic Crew compliance and

advice. Authorities and instructions provided to Rail Traffic Crews are recorded

electronically by the system.

The movement of all rail traffic is controlled by Authorities issued by the Network

Controller who controls that portion of the Network.

Rail traffic (equipped rail traffic) that has a failure of the fitted ATMS equipment

(trainborne) or is not fitted with ATMS equipment (unequipped rail traffic) must

operate on written Authorities compiled and transmitted by the Network Controller

to the Rail Traffic Crew.

Form SW8 is used to deliver written Authorities and

instructions to Rail Traffic Crews.

The ATMS prevents more than one rail traffic movement occupying a single

electronic block (equipped rail traffic) or block section (unequipped rail traffic) at

the same time. The rail traffic or Rail Traffic Crew must be issued with an

Authority before entering the block.

Authorities proposed by the Network Controller are validated by the ATMS.

All safeworking decisions are managed by the Network Controller.

NOTE



A computer-assisted system is used to:

• cross check and formulate proposed Authorities,

• electronically display events,

• prevent the formulation and issue of conflicting authorities,

• set and secure the applicable route for the Authority,

and

• transmit data between Network Control and equipped rail traffic.

ATMS monitors and controls the:

• trainborne system,

• trackside equipment,

• rail traffic location,

• rail traffic integrity,

• rail traffic speed enforcement,

• rail traffic direction dependent on Authority type,

and

• limit of Authority if DMI warnings are not responded to by the Rail Traffic

Crew.

If the computer assisted ATMS of safeworking is unavailable the Network

Controller must:

• manually prevent the issue of conflicting authorities,

and

• manually issue Authorities.

2.1 Tracking System

A tracking system enables the Network Controller to:

• confirm the location of equipped rail traffic,

and

• be alerted of any Limit of Authority overrun of equipped rail traffic.



2.2 Train Control Graph

A Train Control Graph is used by the Network Controller, on which are plotted all:

• planned and authorised rail traffic occupancies,

• planned and authorised work on track occupancies,

and

• other conditions or events that may affect the safety of the Network.

The Network Controller must refer to the Train Control Graph, to:

• plan Network rail traffic requirements,

and

• prevent conflicting authorities.

2.3 Rail Traffic Identification

Rail traffic is identified by train number and lead locomotive power unit number.

3 ATMS Territory

The ATMS of safeworking is applicable to running lines only.

ATMS territory is identified by BEGIN and END ATMS signs erected at the

entrance to or exit from ATMS territory.

Within ATMS territory all points connected to running lines must be secured to

prevent unauthorised operation.

3.1 ATMS Yard Layout

Example: Typical ATMS Yard Layout.

Note: Siding is outside of ATMS territory.



3.2 Trackside Signs

3.2.1 Mapped Tracked signs

ATMS Mapped Track signs show the beginning and end of the territory where the

ATMS mapped track applies.

Mapped Track allows equipped rail traffic to be detected by ATMS and the

Network Controller on approach to, within and departure from ATMS territory.

ATMS Mapped Track is track immediately in advance of ATMS territory and may

be used by Rail Traffic Crews to activate or deactivate the DMI for ATMS

controlled territory.

Example: Begin / End Mapped Track signs for ATMS territory.

3.2.2 Begin / End ATMS Sign

ATMS working signs show the beginning and end of the territory where the ATMS

of safeworking applies. Begin / End ATMS signs have a Control Point (CP) sign

with an identification number that uniquely identify the sign.

Example: Begin / End ATMS territory signs with Control Point (CP) signs.



3.2.3 Yard Limit sign

A Yard Limit sign is an advice sign:

• indicating the limits of a yard at a Block Location

and

• which an Authority may be issued to or from in ATMS territory.

Yard Limit signs in ATMS territory have a Control Point (CP) sign with an

identification number that uniquely identify the sign at Block Locations.

Example: Yard Limit sign with a Control Point (CP) sign.

3.2.4 Control Point sign

A Control Point (CP) sign is an advice sign to which an Authority can start or

finish in ATMS territory.

The sign may also indicate the clearance point of the Main Line and Crossing

Loop Line at a Block Location.

Control Point signs have identification numbers that uniquely identify the sign at

Block Locations.

Example: Control Point sign in ATMS territory.



3.3 Entering ATMS Territory

3.3.1 Equipped Rail Traffic

Rail Traffic Crew

Without a scheduled stop

The Rail Traffic Crew of equipped rail traffic on running lines that will enter ATMS

territory without a scheduled stop between the BEGIN ATMS MAPPED TRACK

sign and the BEGIN ATMS WORKING sign must:

• switch the DMI in the lead end of the leading locomotive to the

START / BYPASS position,

• confirm that the trainborne equipment on the rail traffic is activated and

operating correctly for ATMS operation,

• switch the DMI to the RUN position,

• complete the Departure Test on the DMI,

and

• accurately input the correct rail traffic details into the DMI before or at the

BEGIN ATMS MAPPED TRACK sign.

After a scheduled stop

The Rail Traffic Crew of equipped rail traffic that will enter ATMS territory:

• after a scheduled stop between the BEGIN ATMS MAPPED TRACK sign and

the BEGIN ATMS WORKING sign,

• from a Yard or Terminal,

or

• Siding or Intermediate siding,

before proceeding towards the BEGIN ATMS WORKING sign must:

• switch the DMI in the lead end of the leading locomotive to the

START / BYPASS position

• confirm that the trainborne equipment on the rail traffic is activated and

operating correctly for ATMS operation,

• switch the DMI to the RUN position

and

• accurately input the correct rail traffic details into the DMI.



Prior to equipped rail traffic entering ATMS territory, the Rail Traffic Crew must

have an Authority to proceed.

The Rail Traffic Crew must ensure the trainborne equipment remains active until

departure from ATMS territory, unless instructed otherwise by the Network

Controller.

Network Controller

Before issuing an Authority for rail traffic to enter ATMS territory, the Network

Controller must:

• confirm the rail traffic details are correct,

and

• resolve and correct any errors or mismatched data.

3.3.2 Unequipped Rail Traffic

Rail Traffic Crew

Prior to unequipped rail traffic entering ATMS territory, the Rail Traffic Crew must

give the correct rail traffic details to the Network Controller using verbal

communications.

Prior to unequipped rail traffic entering ATMS territory, the Rail Traffic Crew must

have an Authority to proceed.

Network Controller

The Network Controller must accurately input the rail traffic details into the Train

Control System (TCS) workstation.

Before issuing an Authority for rail traffic to enter ATMS territory, the Network

Controller must:

• confirm the rail traffic details are correct,

and

• resolve and correct any errors or mismatched data.



3.4 Within ATMS Territory

3.4.1 Consist Changes

Rail Traffic Crew

If the rail traffic consist changes for any reason, the Rail Traffic Crew must update

the rail traffic details before obtaining Authority to depart a location by:

• using the DMI, if the rail traffic is equipped,

or

• if the rail traffic is unequipped, the Rail Traffic Crew must advise the correct

updated changes to the Network Controller.

Network Controller

The Network Controller must accurately input the changes into the TCS

workstation before allowing unequipped rail traffic to depart a location.

The Network Controller must confirm that the rail traffic details are correct before

issuing an Authority.

3.5 Departing ATMS Territory

Rail Traffic Crew

The Rail Traffic Crew must:

• make sure that the trainborne equipment on equipped rail traffic is switched

OFF when the rail traffic is clear and complete beyond the END ATMS

Mapped Track sign,

or

• for unequipped rail traffic, report to the Network Controller when the rail traffic

has passed clear and complete beyond the END ATMS WORKING sign.

Where equipped rail traffic is departing ATMS territory and the lead vehicle has

passed beyond the END ATMS MAPPED TRACK sign and the rear vehicle has

not passed beyond the END ATMS WORKING sign, the Rail Traffic Crew must

report to the Network Controller when the rail traffic has passed clear and

complete beyond the END ATMS WORKING sign.

Network Controller

The Network Controller must accurately input the departure time into the TCS

workstation for unequipped rail traffic.



4 Authorities

The Network Controller must use the TCS workstation to request Authorities to be

issued for rail traffic to occupy the running lines.

4.1 Numbering of Written Authorities

Safeworking forms generated by the TCS workstation and issued as a written

Authority will have the number generated by the ATMS.

Safeworking forms authorised and issued as a written Authority must be

numbered consecutively, commencing with number 1 at 0001hrs each day.

4.2 Authority in Effect

An Authority is in effect when:

• received and displayed on the DMI of equipped rail traffic,

or

• for unequipped rail traffic, when the Network Controller advises the receiver

of the “Read Back Correctly” time.

An Authority remains in effect until fulfilled or cancelled.

4.3 Designated Limits of Authority

The start location and end limit of an Authority and track must be specified.

An Authority may be issued over multiple consecutive sections within ATMS

territory.

Limits of Authority must be designated by the specific limits between which

occupancy is authorised, by:

• control point sign,

• a Yard Limit sign at a location,

• Block Point sign,

• a signal capable of displaying a STOP indication,

or

• a specific kilometre location.



4.4 Electronic and Written Authorities

Rail traffic must operate on electronic Authorities whenever practicable.

If an electronic Authority cannot be issued by the Network Controller through the

ATMS, a written Authority must be used. Where a written Authority is issued to

the Rail Traffic Crew, the Authority type must include the abbreviation MA

(Manual Authority).

Proceed Authorities, Proceed Restricted Authorities and Restraint Authorities are

issued to:

• equipped rail traffic electronically,

or

• unequipped rail traffic in written form.

Where equipped rail traffic is operating on electronic Authorities:

• rail traffic speed,

• direction,

and

• limit of Authority,

are enforced by stopping the rail traffic if DMI warnings are not responded to by

the Rail Traffic Crew.

4.4.1 Proceed Authority

Rail traffic may be authorised to move on the Network by a Proceed Authority.

The Proceed Authority is used for rail traffic to proceed from one specified limit to

another specified limit, in the forward direction under normal operating conditions.

4.4.2 Proceed Restricted Authority

Rail traffic may be authorised to move on the Network by a Proceed Restricted

Authority.

The Proceed Restricted Authority is used for rail traffic to proceed at restricted

speed in the forward direction to a specified limit and must include special

instructions.



4.4.3 Restraint Authority

The Restraint Authority is issued to rail traffic to remain stationary at its current

location.

An electronic Restraint Authority is enforced by ATMS.

` A Restraint Authority must only be issued to stationary

rail traffic.

4.5 Written Authorities for Equipped and Unequipped Rail Traffic

Equipped and unequipped rail traffic may be issued the following written

Authorities for the occupation of running lines.

Form SW8 is used by Rail Traffic Crews to record a

Written Authority.

4.5.1 Shunt Authority

Rail traffic may be authorised to move on the Network by a Shunt Authority.

A Shunt Authority allows rail traffic to move in either direction and occupy tracks

in addition to the main line at that location.

Rail traffic may be issued with a Shunt Authority to:

• shunt between the location’s SHUNT LIMIT signs,

• where SHUNT LIMIT signs are not provided, shunt between the location’s

YARD LIMIT signs,

or

• where the rail traffic is required to go beyond the Yard Limit sign up to the

departure end LOCATION AHEAD sign.

NOTE

WARNING



The Shunt Authority must state:

• the limits of Authority,

and

• any applicable clearance time.

Rail traffic may proceed only as far as the departure end LOCATION AHEAD sign

when issued a Shunt Authority to the Location AHEAD sign. A Proceed Authority

must be issued from within the Block Location limits if the rail traffic is to proceed

through the section.

The Rail Traffic Crew in possession of a Shunt Authority may allow additional rail

traffic shunting movements to occur within the Shunt Authority limits. The Rail

Traffic Crew in possession of the Shunt Authority must be able to manage more

than one rail traffic movement within the Shunt Authority limits. If the Rail Traffic

Crew is not able to manage more than one rail traffic movement within the Shunt

Authority limits, then only the rail traffic with the Shunt Authority may be

authorised to move.

Before shunting is to commence, the additional Rail Traffic Crew and the Rail

Traffic Crew in possession of the Shunt Authority must reach a clear

understanding about:

• the Authority limits,

• the movements to take place,

• applicable clearance times,

and

• any Track Work Authorities in effect.

An Authority to pass the departure end SHUNT LIMIT

sign or YARD LIMIT sign must not be issued if

opposing rail traffic has been authorised to proceed

towards that location.

Unless specifically stated, a Shunt Authority does not authorise rail traffic to pass

signals or indicators at STOP.

WARNING



Rail Traffic Crew

The Rail Traffic Crew must obtain a Shunt Authority from the Network Controller

before commencing shunting at a location.


• obtain a Shunt Authority,

• obtain authorisation from the Network Controller to take local control of

running line points,

• where required, obtain authorisation from the Network Controller to pass

signals or indicators at STOP,

and

• attend to security and derail devices.

On completion of shunting, the Rail Traffic Crew must:

• advise the Network Controller that local control of the points is no longer

required,

• attend to security and derail devices,

• advise the Network Controller of the track where all rail traffic is located,

and

• fulfil the Shunt Authority.

Network Controller

Before issuing a Shunt Authority, the Network Controller must make sure:

• that there is no rail traffic approaching the location where shunting is to take

place,

or

• where rail traffic is approaching the location where shunting is to take place

the rail traffic is stationary and is issued with a Restraint Authority.

The Network Controller must:

• place blocking facilities on the location where shunting is to take place and,

on the section either side of the location,

and

• issue a Shunt Authority to the Rail Traffic Crew.



At the completion of shunting, the Network Controller must:

• confirm the location of all rail traffic at the location,

• confirm the Rail Traffic Crew has updated the rail traffic details or for

unequipped rail traffic update the TCS workstation,

• issue the Rail Traffic Crew a Restraint Authority,

• fulfil the Shunt Authority,

and

• remove blocking facilities for the Shunt Authority.

4.5.2 Work Authority

Rail traffic may be authorised to move on the Network by a Work Authority.

A Work Authority allows rail traffic to move in either direction between specified

limits for work associated with infrastructure maintenance or the recovery of

disabled rail traffic.

4.5.2.1 Recovery of Disabled Rail Traffic

The Network Controller issues a Work Authority to the assisting Rail Traffic Crew

to provide assistance to disabled rail traffic. The Rail Traffic Crew of the disabled

rail traffic must be issued a Restraint Authority before a Work Authority is issued

to the assisting rail traffic.

The Network Controller must issue a Work Authority to the Rail Traffic Crew of

the assisting unequipped rail traffic at the entrance to the block section in which

the disabled rail traffic is located. A Work Authority may be issued to the Rail

Traffic Crew of the assisting equipped rail traffic movement that is located in the

electronic block following the disabled rail traffic.



A Work Authority used to recover disabled rail traffic must state:

• the identification details of the rail traffic already occupying the block,

• that the block is already occupied,

• the kilometre location of the front or rear of the rail traffic depending on the

direction from which the rail traffic assisting is to arrive,

• if the disabled rail traffic has been protected using detonating signals,

• the location in advance or to the rear, to which the disabled rail traffic is to be

assisted,

and

• the track to be taken at the location and if required, crossing or passing

instructions.

Network Controller

Before issuing a Work Authority to recover disabled rail traffic, the Network

Controller must:

• cancel the current Authority by issuing a Restraint Authority to the disabled

rail traffic,

• place blocking facilities on the section the disabled rail traffic is located

inclusive of the location the rail traffic will be taken,

and

• where equipped rail traffic is in the section following the disabled rail traffic

that will not be used to assist the disabled rail traffic, cancel the current

Authority by issuing the rail traffic with a Restraint Authority.


• issue a Work Authority to the rail traffic to recover the disabled rail traffic,

• for equipped disabled rail traffic, authorise the Rail Traffic Crew to switch the

DMI OFF once the assisting rail traffic has been amalgamated with the

disabled rail traffic,

and

• fulfil the disabled rail traffic Restraint Authority.

Where an equipped rail traffic movement following the

disabled rail traffic is to be issued a Work Authority to

provided assistance, the Work Authority must cancel

the current Proceed Authority.

NOTE



At the completion of the disabled rail traffic recovery, the Network Controller

must:


• for equipped disabled rail traffic, advise the Rail Traffic Crew to switch ON

the DMI,

• confirm the Rail Traffic Crews have updated the rail traffic details or for


• issue a Restraint Authority to the disabled rail traffic and assisting rail traffic,

• fulfil the Work Authority,

and

• remove the blocking facilities for the Work Authority.

Disabled Rail Traffic Crew

The Rail Traffic Crew must advise the Network Controller the rail traffic is

disabled and unable to proceed without assistance. The Rail Traffic Crew must

obtain a Restraint Authority from Network Controller before recovery operations

commence.


• protect the disabled rail traffic,

• obtain a Restraint Authority from the Network Controller,

• amalgamate the disabled rail traffic with the assisting rail traffic,

• for equipped rail traffic, the Rail Traffic Crew must switch OFF the DMI,

• fulfil the Restraint Authority,

and

• at the completion of the disabled rail traffic recovery for equipped rail traffic,

Rail Traffic Crew must switch ON the DMI.

Assisting Rail Traffic Crew

The Rail Traffic Crew must obtain a Work Authority from the Network Controller

before recovery operations commence.




• obtain a Work Authority from the Network Controller,

• proceed in accordance with the Work Authority,

• proceed to the Block Location in advance or to the rear, to which the disabled

rail traffic is to be assisted to,

• advise the Network Controller when the work has been completed,

• obtain a Restraint Authority on arrival at the location,

and

• fulfil the Work Authority.

The Rail Traffic Crew of the assisting rail traffic may proceed in accordance with

the Work Authority at normal track speed, to a point 2500 metres short of the

disabled rail traffic.

On reaching this point the Rail Traffic Crew must proceed as follows:

• STOP, establish and maintain verbal communications with the Rail Traffic

Crew of the disabled rail traffic,

• proceed at low speed and STOP a second time not less than 500 metres

from the disabled rail traffic,

• explode any detonating signals or remove them from the track once the rail

traffic has stopped,

• proceed beyond this point under radio, hand signal or light commands as

provided by the Rail Traffic Crew or Qualified Worker at the disabled rail

traffic,

• attach to the disabled rail traffic and prepare the rail traffic for departure,

• confirm the DMI has been switched OFF with the Rail Traffic Crew of

disabled equipped rail traffic,

• confirm the Restraint Authority has been fulfilled with the Rail Traffic Crew of

the disabled rail traffic before moving,

• proceed in accordance with the Work Authority,

and

• maintain verbal communication with the Network Controller, as needed, to

enable the recovery process to be monitored.



The assisting Rail Traffic Crew must:

• report rail traffic clear and complete of section to the Network Controller,


and


Example: Rail Traffic assisting Rail Traffic disabled in the section.

4.5.2.2 Rail Traffic Divided in the Section

Rail traffic may divide in the section due to rolling stock failure, insufficient

locomotive power to haul the rail traffic without reducing the load, or due to rolling

stock becoming uncoupled.

Rail Traffic Crew

If the Rail Traffic Crew becomes aware that it is necessary to divide the rail traffic

into portions for removal from the section or the train has accidently divided the

Rail Traffic Crew must:

• STOP the train,

and

• tell the Network Controller about the requirement to divide the rail traffic into

portions or the rail traffic has accidentally divided and, if possible, the location

of the detached vehicle.

Before stopping the forward portion of an accidentally

divided train, the Rail Traffic Crew must consider the

risk of being struck by the detached portion of the train.

WARNING



4.5.2.2.1 Accidental Division

Network Controller

A Work Authority may be issued to the Rail Traffic Crew to push back the forward

portion of the train to re-couple accidently detached vehicles.

If the rail traffic has become uncoupled but can be re-coupled and continue the

Network Controller must:

• act in accordance with Addendum Rule 40 Reporting and Responding to a

Condition Affecting the Network,

• where equipped rail traffic is fleeting in the section following the rail traffic that

has become accidently divided, cancel the current Authority by issuing the

equipped fleeting rail traffic with a Restraint Authority,

• place blocking facilities on the block section the rail traffic is located,

and

• issue a Work Authority, that also cancels the current Authority to the accidently divided Rail Traffic Crew to push back the forward portion of the train to re-couple the accidently detached vehicles.

When advised by the Rail Traffic Crew that the rail traffic has been re-coupled,

the Network Controller must:

• confirm the location of all rail traffic,

• issue a Restraint Authority to the rail traffic,


• remove the blocking facilities for the Work Authority,

and

• issue an Authority to the rail traffic to proceed.



Rail Traffic Crew


• tell the Network Controller the rail traffic has accidently divided,

• confirm the detached vehicles are secured and will not move,

• obtain a Work Authority, from the Network Controller that cancels the current

Authority and push back the forward portion of the rail traffic to re-couple the

accidently detached vehicles,

• push back at low speed,

• re-couple to the rear portion using hand, radio or light commands,

• advise the Network Controller when the rear portion has been re-attached to

the front portion,

• obtain a Restraint Authority,


and

• request an Authority from the Network Controller to proceed.



4.5.2.2.2 Dividing and removing train

Network Controller

A Work Authority may be issued to the Rail Traffic Crew to take the front portion

of the rail traffic to the location in advance and return for the second and

subsequent portions of the rail traffic.

If it is necessary to divide rail traffic into portions for removal, the Network

Controller must decide what kind and direction of assistance is needed to clear

the portions from the section.

If it is necessary to take the front portion of the rail traffic to the location in

advance, the Network Controller must:

• where equipped rail traffic is fleeting in the section following the disabled rail

traffic, cancel the current Authority by issuing the rail traffic with a Restraint

Authority,

• place blocking facilities on the block section the rail traffic is located inclusive

of the location the rail traffic will be taken,

and

• issue a Work Authority, that also cancels the current Authority to the disabled

Rail Traffic Crew to take the front portion of the rail traffic to the location in

advance and return for the second and subsequent portions of the rail traffic.

If the current Authority includes crossing instructions for the location in advance,

the Network Controller must advise the Rail Traffic Crew of the rail traffic to be

crossed of the situation.

At the completion of the recovery of the second and subsequent portions of the

rail traffic, the Network Controller must:


• confirm the Rail Traffic Crew has updated the rail traffic details or for





and

• if required, issue an Authority to proceed.



Rail Traffic Crew

When dividing the rail traffic, the Rail Traffic Crew must:

• secure the rear portion of the rail traffic by full application of sufficient

handbrakes to hold the rail traffic, taking into account rail traffic length,

tonnage, track gradient and the weather conditions,

• record the number of the last vehicle of the front portion,

• record the exact location and number of the lead vehicle of the rear portion

and report the information to the Network Controller,

• obtain a Work Authority, that also cancels the current Authority, from the

Network Controller to take the front portion of the rail traffic to the location in

advance and return for the second and subsequent portions of the rail traffic,

• protect the front vehicle of the rear portion using detonating signals,

• when the front portion has arrived complete at the location in advance, report

to the Network Controller,

• proceed to the point 2500 metres short of the rear portion of rail traffic to be

recovered and STOP,

• proceed at low speed and STOP a second time, not less than 500 metres

from the rear portion of rail traffic to be recovered,

• explode any detonating signals or remove them from the track once the train

has stopped,

• move beyond this point under radio, hand signal, or light commands,

• attach to the rear portion of the rail traffic,

and

• maintain communication with the Network Controller, as needed, to enable

the recovery process to be monitored.



At the completion of the recovery of the second and subsequent portions of the

rail traffic, the Rail Traffic Crew must:

• confirm the location of all rail traffic at the location and advise the Network

Controller,

• as required, update the rail traffic details on the DMI or for unequipped rail

traffic, advise the Network Controller of changes,

• obtain a Restraint Authority,


and

• obtain the appropriate Authority to proceed.

If the Network Controller considers it expedient to

authorise another locomotive to remove the second and

subsequent portions from the section (for example from

another train), the procedure to be used is Clause

4.5.2.1, Recovery of Disabled Rail Traffic.

Example: Rail traffic dividing in Section.

NOTE



4.5.2.3 Work in Section

A Work Authority is used for rail traffic to move in either direction between

specified limits for work associated with infrastructure maintenance.

When rail traffic is required to perform work in a block section, the Network

Controller must issue a Work Authority to the Rail Traffic Crew at the entrance to

the section in which the rail traffic is required to work.

Where a Work Authority is used to perform work, the authority must:

• state the specified limits,

• if required, state that the block is obstructed, and the obstruction is protected

using detonating signals,

and

• the track to be taken and if required, crossing or passing instructions.

On completion of the work, the rail traffic may return to either the entry end of the

block section or proceed to the exit end of the block section as specified in the

Work Authority.

Network Controller

Before issuing a Work Authority to allow rail traffic to perform work, the Network

Controller must:

• place blocking facilities on the block section where the work is to be

undertaken,

and

• issue a Work Authority to the rail traffic.

At the completion of the work, the Network Controller must:





and

• if required, issue an Authority to proceed.



Rail Traffic Crew


• obtain a Work Authority from the Network Controller,

• complete the work as detailed in the Work Authority,

• when the work has been completed, report rail traffic clear and complete of

the block section to the Network Controller,


and


4.6 Written Authority for Unequipped Rail Traffic Only

4.6.1 Conditional Proceed Authority

Unequipped rail traffic may be authorised to move on a written Conditional

Proceed Authority.

The Conditional Proceed Authority is used for unequipped rail traffic to proceed

from one specified limit at a location to another specified limit at a location in the

forward direction under normal operating conditions subject to the rail traffic crew

first complying with the instructions to cross or pass one or more rail traffic

movements.

A single Authority must include only one location as a crossing or passing

location with other rail traffic and include the track, train number and lead

locomotive power unit number of the rail traffic to be crossed or passed.



A Conditional Proceed Authority must:

• not be issued to the Rail Traffic Crew of rail traffic that has not arrived at a

location for a cross or pass, unless the rail traffic to be crossed or passed has

arrived and is stationary at the crossing location,

• include crossing or passing instructions for one or more rail traffic

movements,

• authorise rail traffic to proceed to a location in advance only after crossing or

passing rail traffic,

• state the identification details of the last rail traffic movement to be crossed or

passed before proceeding,

and

• not be acted upon until the opposing rail traffic has arrived and has been

confirmed to be complete.

A Conditional Proceed Authority must not be issued to

the rail traffic crew of rail traffic that has not arrived at a

location for a cross or a pass, unless the rail traffic to

be crossed or passed has arrived and is stationary at

the crossing location.

WARNING



5 Managing Authorities

Authorities must be managed in a standard manner concerning their:

• reducing,

• fulfilment,

• cancellation,

• loss,

and

• reporting requirements.

A written Authority must not be compiled by Rail Traffic Crew members who are

operating the controls of a moving vehicle.

5.1 Reducing Authority Limits

The Network Controller before reducing the Authority limits must:

• contact the Rail Traffic Crew and confirm the location of the affected rail

traffic,

and

• confirm with the Rail Traffic Crew that they will be able to comply with the

proposed reduced Authority limit.

If there is any doubt that the rail traffic cannot be prevented from exceeding the

proposed new limit of Authority, the rail traffic must be stopped, and its exact

location determined before an Authority is reduced or cancelled.


When the Network Controller has received confirmation from the Rail Traffic Crew

of their location and that the Rail Traffic Crew is able to comply with the proposed

reduced Authority limit, the Network Controller must reduce the Authority limit on

the TCS workstation, which will be displayed on the Rail Traffic Crews DMI.


When the Network Controller has received confirmation from the Rail Traffic Crew

of their location and that the Rail Traffic Crew is able to comply with the proposed

reduced Authority limit, where a written Authority has been issued and the

Authority limit is to be reduced, a replacement Authority must cancel the Authority

currently in effect and contain altered instructions.



An Authority may be cancelled whilst rail traffic is in motion, provided that:

• the rail traffic is not located past the proposed new Limit of Authority,

and

• the rail traffic will not pass the new Limit of Authority.

If a replacement written Authority is to be issued, then the new limit of Authority

start point will be the Block Location to the rear that the rail traffic has reported

departure from.

When an Authority which is currently in effect is to be cancelled, the cancel

location must be included in the cancelling Authority.

The Rail Traffic Crew on receipt of the new Authority must write the word

“CANCELLED” including the current location across the entire page in large block

letters of the cancelled Authority.

Example: Text to be shown on replacement Authority.

5.2 Authority Fulfilment


For equipped rail traffic, ATMS performs rollup of electronic Proceed Authorities

and Proceed Restricted Authorities. Electronic Authorities are progressively

fulfilled by the ATMS as the rail traffic movement proceeds.

Rail Traffic Crews of equipped rail traffic are not required to contact the Network

Controller to fulfil an electronic Proceed Authority. The Network Controller may

request the Rail Traffic Crew of equipped rail traffic to provide location reports to

fulfil an electronic Proceed Authority.

Instructions about the cancelled Authority are included

in Sections 2 and 9 on Form SW8 of the replacement

Authority.

NOTE




Rail Traffic Crews of unequipped rail traffic must fulfil an Authority only if the rail

traffic is complete and clear of the section for which it was applicable and after all

instructions contained within it, have been carried out.

At locations where ATMS terminates, rail traffic must be completely past the END

ATMS sign before fulfilling an Authority.

When an Authority is fulfilled, the Rail Traffic Crew must:

• write “FULFILLED” diagonally across their copy,

and

• advise the Network Controller of the fulfilment time.

Network Controller


• confirm the rail traffic identification and location,

• confirm the time advised by the Rail Traffic Crew is reasonable,

and

• accurately input the fulfilment time into the TCS workstation.

5.3 Authority Cancellation

If it is not possible to carry out all of the instructions contained within an Authority,

a replacement Authority must cancel the Authority currently in effect and contain

altered instructions.

The replacement Authority must:

• cancel the current Authority,

and

• contain the altered instructions.

If the reason for cancelling an Authority is to alter the crossing location, the

Authority for the rail traffic to be held back must be cancelled before the Authority

is cancelled for the rail traffic to be advanced.

If a replacement Authority is to be issued, then the new limit of authority start

point will be the location to the rear that the rail traffic has reported departure

from.



5.3.1 Unequipped Rail Traffic Only

When an Authority which is currently in effect is to be cancelled, the cancel

location must be included in the cancelling Authority.

When an Authority is cancelled, the Rail Traffic Crew must write “CANCELLED”

diagonally across their copy.

5.4 Lost Authority

Unequipped Rail Traffic

Rail Traffic Crew

Rail Traffic Crews must immediately report the loss of a current Authority to the

Network Controller.

If an Authority is lost before rail traffic departs from a Block Location, the rail

traffic must not depart the location.

If an Authority is lost after rail traffic departs from a Block Location, the rail traffic

must not pass the arrival-end Yard Limit sign at the next Block Location.

Network Controller

The Network Controller must cancel the lost Authority and issue a new Authority.

5.5 Location Reporting


For equipped rail traffic, ATMS performs location reporting of electronic Proceed

Authorities as the rail traffic movement proceeds, where the trainborne system

confirms rail traffic integrity. The Network Controller may request the Rail Traffic

Crew of equipped rail traffic to provide location reports.

Where the rail traffic integrity cannot be confirmed by the trainborne system, the

Rail Traffic Crew will receive a visual and audible warning on the DMI.

Rail Traffic Crews are not required to contact the

Network Controller and provide location reports for rail

traffic operating on electronic Proceed Authorities

where rail traffic integrity is confirmed by the trainborne

system.

NOTE



The Network Controller may request the Rail Traffic Crew of equipped rail traffic

to provide location reports when the trainborne system cannot confirm the rail

traffic integrity and rollup authorities.

When a location report has been requested from the Network Controller, the Rail

Traffic Crew must confirm the rail traffic integrity by manually acknowledging the

integrity on the DMI. The Rail Traffic Crew must only acknowledge the integrity

of the rail traffic after confirming the rail traffic is complete by:

• a Qualified Worker advising the Rail Traffic Crew that the End-of-Train

Device (EoTD) is in its correct position on the last vehicle,

or

• an electronic End-of-Train Device monitoring system, that is independent of

the ATMS DMI,

and

• interpretation by the Rail Traffic Crew of indications on the locomotive flow

meter (fluctuations).


Network Controller

For unequipped rail traffic, the Network Controller must:

• as required identify the reporting locations in the written Proceed Authority,

and

• use verbal communication to advise the Rail Traffic Crew of additional

reporting locations.

The Network Controller must include the location immediately before the Limit of

Authority as a reporting location.

Rail Traffic Crew

The Rail Traffic Crew must, for each reporting location:

• confirm the rail traffic is clear and complete of the reporting location,

and

• contact the Network Controller and advise of the arrival and departure times.



Network Controller

When receiving reports from Rail Traffic Crews, the Network Controller must:

• confirm the rail traffic identification,

• confirm the location reporting arrival and departure times advised by the Rail

Traffic Crew is reasonable,

• confirm the Limit of Authority for the current Authority,

and

• accurately input the data into the TCS workstation.

5.5.3 Reporting Unequipped Rail Traffic clear of the Section in ATMS Territory

Rail Traffic Crews before reporting rail traffic clear of the section to the Network

Controller, the rail traffic must arrive clear and complete of the section.

Rail Traffic complete is determined by the Rail Traffic Crew with a roll-by

inspection conducted, where a Qualified Worker advises the Rail Traffic Crew

that the End-of-Train Device (EoTD) is in its correct position on the last vehicle.

In the case of track vehicles and machines, rail traffic complete is when those

identified on the Authority have arrived clear and complete of the section.

The Roll-by method must be used when:

• crossing or passing other rail traffic,

or

• arriving at attended Block Locations or Terminals.

Where a roll-by inspection is not undertaken, rail traffic complete for the purpose

of rail traffic clear of the section is carried out as follows:

• electronically, where electronic End-of-Train devices are provided

and

• interpretation by the Rail Traffic Crew of indications on the locomotive flow

meter (fluctuations).



5.5.4 Over-length Rail Traffic

Rail traffic may be too long to be able to stand within the limits of a Block

Location.

Over length rail traffic must not enter a Block Location at which a cross is to take

place, until the opposing rail traffic has arrived complete, and is standing in clear.

Over length rail traffic is not considered to have arrived until it is clear of the

section to the rear.

5.5.5 Rail Traffic Crew changeover

Where Rail Traffic Crew changeover takes place, and the Authority has not been

fulfilled or completed, the incoming Rail Traffic Crew must contact the Network

Controller and;

• for unequipped rail traffic, read and verify the unfulfilled Authority to the

Network Controller,

or

• for equipped rail traffic, verify the unfulfilled Authority displayed on the DMI

with the Network Controller.

5.6 Written Authorities for Track Workers

The following written Authorities may be issued to track workers for the

occupation of running lines:

• Local Possession,

• Track Occupancy Authority,

and

• Track Work Authority.

Train Running Information (TRI) may be used by track

workers within ATMS territory.

As required, Network Controllers must make sure that

blocking facilities have been applied at the TCS

workstation. NOTE

NOTE



6 Train Control System (TCS) Workstation

The TCS is the Network Controllers ATMS workstation at the Network Control

Centre.

The TCS workstation display provides the following information to the Network

Controller:

• track configuration,

• route setting,

• location of equipped rail traffic,

• electronically display limits of Authority,

• temporary speed restrictions,

• visual and audible warnings and alarms,

and

• blocking facilities.

6.1 Responding to TCS Warnings

Network Controllers must respond to visual and audible warnings without delay.



7 Driver Machine Interface (DMI)

The DMI is the Rail Traffic Crew's ATMS display screen on equipped rail traffic.

The DMI display screen provides the following information to the Rail Traffic

Crew:

• Authority type,

• limit of Authority,

• distance to Authority limit (target to STOP),

• rail traffic current / permitted speed requirements,

• track speed,

• permanent / temporary speed restrictions,

• graphical display of the authority route,

• motor points route setting,

• track configuration,

• gradient,

• train location,

• visual and audible warnings and alarms,

• graphical display of train length,

• ATMS Trainborne status indications,

and

• supplementary information.

Rail Traffic Crews of equipped rail traffic must make sure the DMI in the lead end

of the leading locomotive is in the RUN position when entering and operating on

ATMS territory.

If equipped rail traffic is operating on ATMS territory and the Rail Traffic Crew

switch the DMI from RUN to START / BYPASS or OFF, the Rail Traffic Crew

must:

• immediately STOP the rail traffic,

and

• report the circumstances to the Network Controller.



7.1 Responding to DMI Indications

Rail Traffic Crews must:

• comply with the electronic Authority displayed on the DMI,

• respond to visual and audible DMI warnings without delay,

• respond to changed DMI indications without delay,

and

• STOP the rail traffic when a visual and audible DMI warning enforcement

occurs and immediately contact the Network Controller.

When enforcement has occurred, and the rail traffic is stopped, the rail traffic

must not proceed until Authorised by the Network Controller.

Rail Traffic Crews must maintain situational awareness

at all times.

7.2 DMI Failure

If a failure of the rail traffic trainborne equipment occurs and the electronic

Authority on the DMI is not being displayed to the Rail Traffic Crew, the Rail

Traffic Crew must:

• STOP the rail traffic,

and

• immediately report the failure to the Network Controller.

If a DMI failure occurs whilst the rail traffic is moving,

the train brakes will automatically apply within 30

seconds.

The rail traffic movement must not proceed until:

• the DMI is restored, the correct rail traffic details are accurately inputted into

the DMI and the Authority is displayed,

or

• the Rail Traffic Crew is issued a written Authority.

WARNING

WARNING



If the DMI is not able to be restored and a written Authority is to be issued, the

Proceed from (limit of Authority start point) will be the last confirmed electronic

report location (specific kilometre location) to the rear of the rail traffic as provided

on the Network Controllers TCS workstation.

The Rail Traffic Crew must STOP the rail traffic

movement if the Electronic Authority on the DMI are not

understood.

8 Blocking Facilities

Blocking facilities are facilities or devices used by Network Controllers to prevent:

• unintended issue of Occupancy Authorities,

or

• signalling or point equipment operation.

Unless otherwise permitted in the Rules:

• equipment with blocking facilities applied must not be operated,

and

• Network Controllers must not issue Occupancy Authorities for sections that

are shown as blocked out of use on Train Control graphs.

Before applying blocking facilities to signals, points or sections of track, Network

Controllers must make sure that the affected points are set in the correct

positions.

Network Controllers must apply blocking facilities to protect against unauthorised

entry into the limits of the following Authorities and conditions affecting the

network when Authorities are not issued through the TCS workstation.

Authorities:

• Work Authority,

• Shunt Authority,

• Local Possession,

• Track Occupancy Authority

and

• Track Work Authority.

WARNING



Conditions affecting the Network:

• Rail vehicles stabled on running lines,

• rail traffic failed on running lines,

• any possibility of adjacent line obstruction or damage following a derailment,

• a suspected running line obstruction,

and

• a suspected running line defect.

8.1 Removing Blocking Facilities

The Network Controller must maintain blocking facilities until the condition for its

application no longer exists.

9 Fleeting

Fleeting is where a following equipped rail traffic movement is able to proceed

behind another equipped rail traffic movement in the same section on an

electronic Proceed Authority and maintaining safe separation enforced by the

ATMS.

The fleeting of rail traffic is only permitted between equipped rail traffic.

` Unequipped rail traffic must be separated by one or

more block sections.

Rail traffic fleeting behind other rail traffic movements

must STOP the rail traffic if the DMI is switched from

RUN to START / BYPASS or OFF.

WARNING

WARNING



10 Temporary Speed Restrictions

Network Controller


• accurately maintain the database of temporary speed restrictions (TSR) in

the TCS workstation,

• when advised of a new TSR imposed or a current TSR has been altered or

removed, accurately update the database,

• issue new and altered TSRs to all affected Rail Traffic Crews operating on

written Authorities using the ATMS Authority Form SW8, Section 9, as

described in the Rule for Reporting and Responding to a Condition Affecting

the Network,

and

• after a new TSR is imposed or a current TSR is altered, instruct the Rail

Traffic Crew of the next equipped rail traffic movement to confirm the signs

erected for TSRs and DMI indications for the TSR are the same.

The Network Controller must continue to warn Rail Traffic Crews of rail traffic until

the Network Controller has confirmed the TSR signs are in place, advertised and

correct.

Rail Traffic Crew

Rail Traffic Crews must advise the Network Controller:

• of any variations between TSR signs and DMI TSR indications on equipped

rail traffic,

and

• of any variations between TSR signs and formally advised or published TSR’s.

Equipped rail traffic will receive TSR information on the

DMI. A CAN form is not required. NOTE



11 Running Line Points

Rail Traffic Crews must comply with their Authority and respond to light and point

indicators.

11.1 Light and Point Indicator or Associated Points Failure

Rail Traffic Crew

If a light indicator displays:

• a STOP indication,

• no light indication,

or

• does not display the correct route for the Authority,

the Rail Traffic Crew must:

• STOP the movement before the light indicator,

• check the points for defects or obstructions,

and

• contact the Network Controller.

Network Controller

The Network Controller must instruct the Rail Traffic Crew to:

• place the points in hand mode,

• operate the points in hand mode,

• return the points to motor mode operation,

and

• contact the Network Controller when completed.

On equipped rail traffic, the DMI may display a warning

to the Rail Traffic Crew to STOP and inspect points. NOTE



Rail Traffic Crew

The Rail Traffic Crew must advise the Network Controller of the indication

displayed on the light indicator.

Where the light indicator is displaying the correct indication for the Authority,

request authority to depart from the Network Controller and then proceed in

accordance with the Authority.

Network Controller

If the light indicator does not display the correct route for the Authority, the

Network Controller must instruct the Rail Traffic Crew to:

• place points in hand mode,

• if required, operate the points in hand mode for the Authority route,

• clamp the points for the Authority route,

and

• contact the Network Controller and advise of the route set.

Rail Traffic Crew

The Rail Traffic Crew must request authority to depart from the Network

Controller and then proceed in accordance with their Authority.

11.2 Subsequent Rail Traffic

Network Controller

Until advised by the Maintenance Representative that the light indicator and

running line points have been inspected and repaired, the Network Controller

must CAN warn:

• Rail Traffic Crews,

and

• track vehicle operators operating track machines and road/rail vehicles.



11.3 Temporary Speed Restriction for Points

Where the light indicator does not display an indication and the points have been

clamped, the rail traffic must not exceed 70km/h over the points or a lower track

speed is posted. The Rail Traffic Crew must observe that the points stand

indication at the location displays the correct indication.

Where the points have not been clamped a speed restriction of 20 km/h over the

points will apply or a lower track speed is posted. The Rail Traffic Crew must

observe that the points stand indication at the location displays the correct

indication.

Rail Traffic Crews of unequipped rail traffic must receive Temporary Speed

Restrictions for points on the ATMS Authority Form SW8, section 6.

Track vehicle operators operating track machines and road/rail vehicles must

receive Temporary Speed Restrictions for points on a CAN form.

12 Local Control of Running Line Points

The points at a Block Location (crossing loop) may be operated locally by push

buttons controls, located within the local control cabinet attached to the wall of the

equipment hut located at each end of the crossing loop.

When required to operate points locally the Qualified Worker must contact the

Network Controller to request local control of running line points.

When authorised by the Network Controller, the Qualified Worker may operate

the points using local control.

When local control of running line points is no longer required the Qualified

Worker must advise the Network Controller.

The Network Controller when advised by the Qualified Worker that local control of

running line points is returned, the Network Controller must test the points to

ensure they are working correctly.

Equipped rail traffic will receive TSR information on the

DMI. A CAN form is not required. NOTE



Example: Local control running line points push button box.

12.1 Status Lights

Status lights are provided within the local control cabinet and display the status of

the release and points.

Local Control Release Orange light, when illuminated indicates

the release is provided to operate the

points locally.

When the light is not illuminated, indicates

local control of points is not available.

Points Released Green light, when illuminated indicates the

points can be operated to the Normal or

Reverse position.


the points are not available to be operated

to Normal or Reverse.

Track Occupied Red light, when illuminated indicates that

the point’s track-circuit is occupied, and the

points are locked.


the point’s track-circuit is not occupied and

the points are able to be operated.



NOTE

12.2 Local Controls

Push buttons are provided within the local control cabinet to locally operate the

points.

Normal Push Button (N) When pressed operates the point to the

Normal position.

Reverse Push Button (R) When pressed operates the points to the

Reverse position.

12.3 Operating Local Control Running Line Points

Opening the door of the local control cabinet activates a ‘door detection switch’,

which prevents the operation of the push buttons until a 90 second time release

occurs.

If the points have been operated to either the Normal or

Reverse position and the Qualified Worker requires the

points to be restored to the previous position, the

Qualified Worker must press and hold the button in for

a minimum 1 second.

If the door of the local control cabinet is closed and

reopened, the 90 second time release will cancel and

restart.

NOTE



Qualified Worker

When required to operate points locally the Qualified Worker must:

• request local control of running line points from the Network Controller,

• ensure no rail traffic movement is closely approaching the points that may be

affected by the operation of the points,

• ensure that any rail traffic movement is clear of the points track circuit before

the operation of the points,

• ensure workers are clear of the points before the operation of the points,

• unlock the local control cabinet and open the door,

• after 90 seconds, observe that the LOCAL CONTROL RELEASE and

POINTS RELEASED lights are illuminated,

• press the required push button (NORMAL or REVERSE) to set the points for

the rail traffic movement, confirm the points are in the required position by

observing the points,

• where rail traffic:

o is only required to enter or depart the crossing loop or main line, close

and lock the local control cabinet door,

or

o is undertaking shunting movements, at the completion of the rail traffic

movements close and lock the local control cabinet door,

and

• advise the Network Controller that local control of the points is no longer

required.



13 Rail Traffic Crossing or Passing on ATMS Territory

13.1 Equipped Rail Traffic

Where a cross or pass movement is to occur and both rail traffic movements are

equipped and operating on electronic Authorities, the Rail Traffic Crews are not

required to communicate cross or pass requirements between each other. The

Rail Traffic Crews must comply with the Authority displayed on the DMI.

13.1.1 Simultaneous Entry at Block Locations (Crossing Locations)

Simultaneous entry at Block Locations (crossing locations) is only permitted

between equipped rail traffic.

When equipped rail traffic is to cross at a Block Location, it is permissible for

simultaneous entry from the opposing Yard Limit signs, with one rail traffic

movement routed to the crossing loop and one rail traffic movement routed to the

main line.

13.2 Unequipped Rail Traffic (At least One)

Where a cross or pass movement is to occur and one or both rail traffic

movements are not equipped, the following conditions apply.

Network Controller

The Network Controller when issuing an Authority to rail traffic that includes cross

or pass instructions, the Network Controller must tell Rail Traffic Crews if one or

both rail traffic movements that are to cross, or pass are unequipped.

Rail Traffic Crews

The Rail Traffic Crews of the opposing rail traffic movements on entering the

block section, immediately prior to the crossing location, must contact the

Network Controller to confirm their Authority and provide the Network Controller

with an estimated time of arrival at the location of the cross.

Where equipped rail traffic is fleeting and are required to cross or pass an

unequipped rail traffic movement, the second and subsequent fleeting rail traffic

will receive the cross or pass information when the electronic Authority is

displayed through the location on the DMI where the cross or pass is to occur.



Fleeting Rail Traffic Crews of equipped rail traffic are not required to contact the

Network Controller:

• on entry to the section immediately prior to the crossing location,

and

• when the cross or pass information is displayed on the DMI.

Network Controller

The Network Controller, when contacted by the Rail Traffic Crews of the opposing

rail traffic movements, the Network Controller must verify the contents of both

Authorities.

Rail Traffic Crews

The rail traffic to take the crossing loop must enter the crossing location first,

except when otherwise established with the Network Controller and the opposing

Rail Traffic Crew.

When the rail traffic is approximately 5km’s from the crossing location the Rail

Traffic Crews must attempt to contact the Rail Traffic Crew of the opposing rail

traffic by means of the secondary form of communication. Where the Rail Traffic

Crews are unable to communicate using the secondary form of communication,

the Network Controller must assist in communicating with the opposing rail traffic:

• to confirm crossing and passing details with the opposing Rail Traffic Crew,

• the expected time of arrival at the crossing location,

and

• which rail traffic movement will enter the crossing location first.

When expected times of arrival at the crossing location are similar, the rail traffic

to take the main line must slow down to allow time for the rail traffic to take the

crossing loop to safely enter the crossing location first.

When approaching a crossing location stipulated in an Authority and no

communications are available between the two rail traffic movements and the

Network Controller:

• the rail traffic to take the crossing loop must enter the crossing location first,

and

• the rail traffic to take the main line must STOP before the Yard Limit sign and

wait for the Rail Traffic Crew of the rail traffic in the crossing loop to advise

they are in clear and complete.



The rail traffic waiting at the Yard Limit sign may proceed onto the main line after

the Rail Traffic Crew observes the Light Indicator is displaying the correct

indication for the main line.

When the Rail Traffic Crew of the first rail traffic movement to arrive has reported

arrival clear and complete at the crossing location to the Network Controller, both

Rail Traffic Crews may obtain the next Authority for their own rail traffic.

Any further communications between the two Rail Traffic Crews must be by the

use of the secondary communications equipment.

When crossing or passing both Rail Traffic Crews must confirm rail traffic

completeness by verifying that the other rail traffic’s “end of train marker” is in

place. Where it is noticed that the “end of train marker” is missing, the Rail Traffic

Crew in charge of the rail traffic with the missing “end of train marker” and the

Network Controller must be advised immediately.

The Rail Traffic Crew of:

• the rail traffic with the “missing end of train marker” must not proceed until the

safe integrity of the rail traffic is verified by ensuring that the last vehicle on

the rail traffic is the last vehicle on the train with the consist held by the Rail

Traffic Crew,

or

• where provided, by the use of an end of train monitor unit.

Where there is any doubt or discrepancy, the rail traffic must not proceed until the

rail traffic can be confirmed as complete.

Rail traffic must not proceed into the section from which a rail traffic movement

with a missing “end of train marker” has arrived until the section is confirmed as

being clear.

Where safe and practicable to do so, a roll by inspection must be performed by

the Rail Traffic Crew of the stationary rail traffic. Where Rail Traffic Crews notice

any irregularity, the other Rail Traffic Crew and the Network Controller must be

immediately advised. The rail traffic with the irregularity must not proceed until

the problem is further investigated and rectified.

When the first rail traffic movement (unequipped only) arrives at a location where

a cross or pass is to take place the Rail Traffic Crew must report arrival to the

Network Controller.



13.2.1 Rail Traffic Crossing at Block Locations - First Rail Traffic Movement to

take Crossing Loop

13.2.1.1 Movement Entering Crossing Loop

When the Rail Traffic Crews have established that the rail traffic to take the

crossing loop will enter the location yard first, or when the Rail Traffic Crews

involved are not able to communicate, the Rail Traffic Crew of the rail traffic to

take the crossing loop must:

• observe that the Light Indicator is displaying a ‘flashing yellow’, indicating that

the points are set for the crossing loop,

• control the movement at a speed that allows it to proceed directly onto the

crossing loop,

• enter the crossing loop and ensuring the movement is clear and complete of

the main line,

• report rail traffic arrival to the Network Controller (unequipped rail traffic only),

• advise the Rail Traffic Crew of the opposing rail traffic movement that the rail

traffic is clear and complete within the crossing loop,

• be prepared to obtain a further Authority from the Network Controller,

and

• where safe and practicable to do so, conduct a roll by of the opposing rail

traffic movement.



13.2.1.2 Movement Entering Main Line

The Rail Traffic Crew of the opposing movement issued with an Authority to enter

the main line must not proceed beyond the Yard Limit sign, until the Rail Traffic

Crew of the rail traffic in the crossing loop has advised they are in clear and

complete. The Rail Traffic Crew of the rail traffic approaching or waiting at the

Yard Limit sign may proceed onto the main line after observing the Light Indicator

is displaying the correct indication for the main line.

The Rail Traffic Crew of the opposing movement entering the main line must:

• obtain confirmation that the opposing rail traffic movement is clear and

complete within the crossing loop from the Rail Traffic Crew,

• confirm that the Light Indicator is displaying either:

o a ‘GREEN’ aspect, indicating that the facing and trailing points are

correctly set and locked for the main line,

or

o a ‘STEADY YELLOW’ aspect, indicating that the facing points are

correctly set and locked for the main line and the trailing points are not

set and locked for the main line,

• fulfil any other instructions contained on the Authority at the location,

• observe the opposing rail traffic movement on the crossing loop and report

any defects,

• if not already received, and where applicable, obtain an Authority to proceed,

and

• report departure to the Network Controller (unequipped rail traffic only).



13.2.2 Rail Traffic Crossing at Block Locations - First Movement to take Main Line

13.2.2.1 Movement Entering Main Line

When the Rail Traffic Crews have established that the rail traffic to take the main

line will enter the location yard first, the Rail Traffic Crew of the rail traffic to take

the main line must:

• observe that the Light Indicator is displaying a ‘yellow’ aspect, indicating that

the facing points are set for the main line,


main line,

• enter the main line and STOP at the clearance point (control point) at the far

end of the location,


• be prepared to obtain a further Authority from the Network Controller,

and

• where safe and practicable to do so, conduct a roll by of the opposing rail

traffic movement.

13.2.2.2 Movement Entering Crossing Loop

When the Rail Traffic Crews have established that the rail traffic to take the

crossing loop will enter the location yard second, the Rail Traffic Crew of the rail

traffic to take the crossing loop must:

• obtain confirmation that the opposing rail traffic movement is clear and

complete on the main line from the Rail Traffic Crew,

• observe that the Light Indicator is displaying a ‘flashing yellow’ indicating that

the points are set for the crossing loop,


crossing loop,

• enter the crossing loop and ensuring the movement is clear and complete of

the main line,


• observe the opposing rail traffic movement on the main line and report any

defects,

and

• be prepared to obtain a further Authority from the Network Controller.



13.2.3 Movement Departing Crossing Loop

The Rail Traffic Crew of the movement on the crossing loop must:

• confirm that the opposing movement taking the main line has arrived (and or

departed) complete by sighting the “end of train marker” or confirmation with

the opposing Rail Traffic Crew,

• fulfil any other instructions contained on the Authority at the Block Location,

• if not already received, and where applicable, obtain an Authority to proceed,

• for equipped or unequipped rail traffic crossing equipped rail traffic;

o the points will operate to the ‘REVERSE’ position in accordance with the

Authority

• for equipped rail traffic crossing unequipped rail traffic;

o the Rail Traffic Crew must acknowledge on the DMI that the opposing

movement has arrived complete,

o the points will operate to the ‘REVERSE’ position in accordance with the

Authority

• for unequipped rail traffic crossing unequipped rail traffic;

o open the door of the control cabinet and observe that the Light Indicator

has restored to ‘RED’,

o once the ‘LOCAL CONTROL RELEASE’ and ‘POINTS RELEASED’ light

becomes illuminated, operate the points to the ‘REVERSE’ position,

o close and lock the control cabinet door and advise the Network

Controller,

and

o re-join the rail traffic

• observe that a yellow dumb bell is displayed on the mechanical point

indicator,

• depart the Block Location in accordance with the Authority,

and

• report departure times to the Network Controller (unequipped rail traffic only).



13.3 ATMS Main Line Crossing Speed

At ATMS Block Locations (crossing locations), if:

• both rail traffic movements are confirmed as complete by use of end of train

monitor units,

• the Rail Traffic Crew of the rail traffic to take the main line can maintain an

uninterrupted view of the Light Indicator at the facing points,

and

• the Light Indicator displays a correct route setting,

the rail traffic to take the main line may travel through the crossing location at

Normal Speed.

The rail traffic to take the main line must not exceed 50 km/h onto the main line at

the crossing location if:

• both rail traffic movements cannot be confirmed as complete, by the use of

end of train monitor units,

or

• the Rail Traffic Crew of the rail traffic to take the main line cannot maintain an

uninterrupted view of the indication displayed by the Light Indicator at the

facing points.

For unequipped rail traffic, local control of running line

points will be provided automatically once the opposing

rail traffic has cleared beyond the track-circuit over the

points to be operated.

Local control of running line points will restore

automatically to the Network Controller when the rail

traffic departs the crossing loop and clears the

track-circuit over the points.

NOTE



14 Passing Fixed Signals at STOP

This section prescribes the rules for passing fixed signals at STOP allowing entry

to or within ATMS Territory.

14.1 General Requirements

The Authority for passing fixed signals at STOP applies to signals that cannot be

cleared for an intended movement.

Rail traffic must not pass a fixed signal at STOP unless it is authorised to do so

by the Network Controller.

In addition to standard STOP indications a fixed signal must be considered at

STOP where the signal:

• is not understood,

• is not normally expected,

• is blacked out (absence of light),

• displays a white light where a coloured light should be,

or

• it is improperly, or irregularly displayed.

14.2 Speaking to Network Controller

The Rail Traffic Crew must speak to the Network Controller if a fixed signal at

STOP does not clear.

The Rail Traffic Crew must give the Network Controller:

• the rail traffic identification,

and

• the signal identification and location.



14.3 Condition of the block ahead

Network Controller

The Network Controller must get available information about the condition of the

affected block.

The Network Controller must tell the Rail Traffic Crew:

• that the block is clear of rail traffic,

• if the block is occupied and if known, the location of the last rail traffic to enter

the block,

• if the track is safe or unsafe,

• the location of any obstructions or failed infrastructure in the block,

or

• that the block has been reported as not obstructed.

Rail Traffic Crew

If the condition of the block is not known, the Rail Traffic Crew of the first rail

traffic to transit the block must:

• report the condition of the block to the Network Controller as soon as

practical,

and

• report when the rail traffic has exited the block.

Network Controller

The Network Controller must make sure that the route to be taken by rail traffic is:

• set and secured,

or

• will be set and secured by a Competent Worker.



14.4 Passing absolute or permissive signals

Where possible, the Network Controller must place blocking facilities to prevent

the inadvertent operation of the signal.


The Rail Traffic Crew must obtain the authority of the Network Controller to pass

a fixed signal at STOP.

Network Controller

Before the Network Controller authorises rail traffic to pass a fixed signal at

STOP, the Network Controller must confirm the rail traffic has an electronic

Authority to proceed by:

• checking the train control graph,

• the TCS workstation,

and

• requesting the Rail Traffic Crew confirm the Authority limits displayed on the

DMI.

The Network Controller must verbally authorise the Rail Traffic Crew to pass the

fixed signal at STOP.

A verbal Authority to pass a fixed signal at STOP must include:

• the identity of the rail traffic for which it is intended,

• the identity of the signal to be passed at STOP,

• the location of the signal to be passed at STOP,

• the condition of the block ahead,

• the limit of authority,

• where necessary, instructions to inspect and set points manually,

and

• the speed to be observed.

The Network Controller must act in accordance with Addendum Rule 40

Reporting and Responding to a Condition Affecting the Network for level crossing

warning equipment.



Rail Traffic Crew

The Rail Traffic Crew must only proceed past a fixed signal at STOP:

• when verbally authorised by the Network Controller,

and

• the DMI is displaying an Authority to proceed.


• repeat the verbal Authority to pass the fixed signal at STOP,

• any additional instructions back to the Network Controller,

and

• Proceed in accordance with the Authority displayed on the DMI.

Where the cause of the signal being at STOP is not

known, the rail traffic must proceed expecting an

obstruction at a speed that will allow the rail traffic to

STOP within half the distance the line ahead is seen to

be clear.

Network Controller

Acknowledge that the Rail Traffic Crew has repeated the verbal Authority to pass

the fixed signal at STOP and any additional instructions correctly.

Where the signal being passed at STOP allows entry to

ATMS territory, normal speed may be resumed once the

rail traffic is clear and complete beyond the track circuit

for the signal.

NOTE

WARNING




The Rail Traffic Crew must obtain a written Authority from the Network Controller

to pass a fixed signal at STOP.

Network Controller

Before the Network Controller authorises rail traffic to proceed passed a fixed

signal at STOP, the Network Controller must:

• where possible, place blocking facilities to prevent the inadvertent operation

of the signal,

• check the train control graph,

and

• the TCS workstation to make sure there are no conflicting Authorities.


• where a written Authority has previously been issued for the rail traffic to

travel through the block section, issue a new Authority, that cancels the

current Authority and includes authority for the rail traffic to pass the fixed

signal at STOP,

or

• issue a written Authority that authorises the rail traffic to pass the fixed signal

at STOP and travel through the block section.

The written Authority to pass a fixed signal at STOP must include details of:

• identity of the rail traffic for which it is intended,

• the identity of the signal to be passed at STOP,

• the location of the signal to be passed at STOP,

• the condition of the block ahead,

• the limit of authority,

• where necessary, instructions to inspect and set points manually,

• level crossing warnings,

and

• the speed to be observed.



Rail Traffic Crew

The Rail Traffic Crew of unequipped rail traffic must only proceed past a fixed

signal at STOP when issued a written Authority by the Network Controller that

includes additional instructions to pass the fixed signal at STOP.


• where a written Authority has previously been issued for the rail traffic to

travel through the block section, obtain a replacement Authority, that cancels

the current Authority and authorises the rail traffic to pass the fixed signal at

STOP,

or

• obtain a written Authority that authorises the rail traffic to pass the fixed

signal at STOP and travel through the block section.

Where the cause of the signal being at STOP is not

known, the rail traffic must proceed expecting an

obstruction at a speed that will allow the rail traffic to

STOP within half the distance the line ahead is seen to

be clear.

Where the signal being passed at STOP allows entry to

ATMS territory, normal speed may be resumed once the

rail traffic is clear and complete beyond the track circuit

for the signal.

NOTE

WARNING



14.4.3 Active Control Level Crossings

The Rail Traffic Crew must proceed but be prepared to STOP when approaching

a crossing equipped with an active level crossing warning system. The Rail

Traffic Crew must ensure the warning equipment is operating correctly. If the

active level crossings warning equipment is operating correctly proceed over the

level crossing only if it is safe to do so.

If the warning equipment is not operating correctly, the rail traffic must be stopped

before the crossing and the Rail Traffic Crew (or Qualified Worker) must:

• operate the manual switch (if provided and able to be accessed) to activate

the crossing, wait for road traffic and pedestrians to stop before proceeding,

or

• if the warning system cannot be activated manually stop all road and

pedestrian traffic before proceeding.



15 ATMS Occupancy Rules Table

Rule 1 Permitted provided the preceding rail traffic is running in the same direction and the requested

Authority is permitted provided speed restrictions are placed on the following train.

Rule 2 Permitted provided the preceding rail traffic is running in the same direction as the shunting

movement and has already cleared the shunting limit location.

Rule 3 Permitted provided it is issued after the rail traffic has passed the proposed worksite and is not

returning.

Rule 4 Permitted provided the Worksite Supervisor is advised of all rail traffic likely to occur during the

currency of the Authority.

Rule 5 Permitted provided the specified limits do not overlap and separated by a safety margin.

Rule 6 Permitted provided the Worksite Supervisor is advised of all rail traffic movements likely to occur

during the currency of the Authority in accordance with Rule 4. If the Worksite Supervisor cannot be

advised of the rail traffic, the rail traffic crew must be warned of the location of the track work and

advised of the circumstances.

Rule 7 Permitted provided crossing and passing instructions are included on the Authority of each train.

Rule 8 Provided the RA is for the same train.

Rule 9 Permitted provided speed restrictions are placed on the PRA or WA and the Rail Traffic Crew

informed of the location of the restrained rail traffic.

Rule 10 Permitted for overlapping limits and the Rail Traffic Crew, Overall Worksite Supervisor and Network

Controller have consulted.

Rule 11 Permitted provided the work train is located at the boundary of the Local Possession and the

Overall Worksite Supervisor, Network Controller and work train Rail Traffic Crew have consulted.



16 ATMS Definitions, Expressions and Acronyms

Authority - a generic term for Proceed Authority (PA), Proceed Restricted

Authority (PRA), Work Authority (WA), Shunt Authority (ShA), Restraint Authority

(RA), Conditional Proceed Authority (CPA), Local Possession (LP), Track

Occupancy Authority (TOA), Track Work Authority (TWA).

Authority Rollup - the progressive electronic fulfilment of a Proceed Authority on

equipped rail traffic.

Block section - A portion of line with defined limits, between block locations

which only one rail traffic movement is allowed at any one time.

Blocking facility – the facility used by the Network Controller to prevent the

unintended:

• issue of an Occupancy Authority,

• operation of points,

or

• operation of signalling equipment.

Control point – the location to which an Authority can start or finish, a control

point sign, Yard Limit sign, Shunt Limit sign, Block Point sign or signal that can

display a STOP indication.

Driver Machine Interface (DMI) - the Rail Traffic Crew's ATMS display screen in

equipped rail traffic.

electronic Authority - an Authority displayed on the Driver Machine Interface

(DMI) of an equipped locomotive.

Electronic block – separate portions of track within a block assigned on a

continuous basis.

equipped - rail traffic fitted with operational trainborne equipment installed at

both ends of the rail traffic necessary for operation on electronic Authorities in

ATMS territory.

Enforcement - initiate and hold a brake command until the rail traffic comes to a

STOP.

fleeting - The grouping of two or more trains, not coupled but travelling closely

together in the same direction using safe separations and operating under

individual electronic Proceed Authorities within ATMS territory.

limit of authority – the location and track to which rail traffic may travel under an

Authority. It may be a physical control point sign, a sign at a location, a signal

capable of displaying a STOP indication, or a specific kilometre location.



occupancy rules - how each possible conflict between Authorities must be

resolved by the engineered system and Network Controllers.

rail traffic speed – includes civil speed, temporary speed restrictions and class

of train speed.

rail traffic details - the data required by ATMS for rail traffic to operate in ATMS

territory. This includes a listed order of vehicles inclusive of locomotives, train

length and maximum speed of the train.

situational awareness - understanding the current environment or situation and

the ability to anticipate problems to enable an effective response.

trainborne - the ATMS equipment installed at both the front and rear of equipped

rail traffic.

Train Control System (TCS) - the Network Controller’s ATMS workstation in the

Network Control Centre.

unequipped - rail traffic not fitted with trainborne equipment or with failed

trainborne equipment which must operate on written Authorities in ATMS

territory.

written Authority - an Authority recorded in writing by the Network Controller or

recipient on the prescribed safeworking form.

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